Signal system for electric railways.



' $10,878,894. PATENTED FEB. 11. 1908. c. F.-PIKB. v SIGNAL SYSTEM FOR ELECTRIC RAILWAYS. APPLIOATION FILED 00119. 1901.

' 5 SHEETS-SHEET 1.

INYENTOB %ZM%.Z%

ATTORNEY I PATENTED FEB. 11, 1908.

, 0. F. PIKE. SIGNAL SYSTEM FOR ELECTRIC RAILWAYS.

APPLICATION FILED 00T.19,1901.

5 SHEETS-SHEET '3.

INVE/YTOH No. 878,894. PATENTED FEB. 11, 1908. 0. F. PIKE.

SIGNAL SYSTEM FOR ELECTRIC RAILWAY$.

APPLICATION I'ILED oo'r,'19.'1901 6 SHEETS-SHEET 4.

1 37 w b 2J4" v M &29

V WITNESSES: INVENTOH %fw@%. i

A TTORNE Y m: NORRIS PETERS 00., wAsmpmroN, D4 c.

, No.'878 ,894. PATENTED FEB. 11, 1908.

0. P. PIKE.

SIGNAL SYSTEM FOR ELECTRIC RAILWAYS.

APPLICATION FILED 0013.19, 1901.

5 SHEETS-SHEET 6.

P72. ,2. F/ vl2 WITNESSES //v VENTOH -A7TOHNEY THE NORRIS PETIRS =0" WASHINdfON, n. c.

' to the other.

UNITEI) STATES PATENT OFFICE.

CHARLES F. PIKE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO CHARLES F. VAN HORN, OF PHILADELPHIA, PENNSYLVANIA.

SIGNAL SYSTEM FOR ELECTRIC RAILWAYS.

To all whom it may concern:

I Be it known that I, CHARLES F. PIKE, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented new and useful Improvements in Signal and Safety Systems for Electric Railways, of which the following is a specification.

'My invention relates to electric signaling systems for railways, and particularly to such systems applied to electric railways.

My invention has several objects, all of which are closely interrelated, the principle utilized throughout being that of operation of signals, safety devices, and the like, by means of the return current from the motor of a car or locomotive. Where currentis supplied to the vehicle and can be returned to ground through the rails according to my system, it is not essential for the working of the invention that said current shall actually be thatwhich propels the car.

According to this invention I provide a railway whereof the rails are grounded directly, except for certain relatively short sections which are insulated from the rest of the track and are grounded through resistance. Between each short section and its resistance a tap is taken off and carried to whatever device I desire to operate. In the present application I have illustrated and shall describe the current thus obtained applied to the operation of roadside semaphore devices, the regulation of the running of the car itself, whereby collisions may be prevented by stopping two cars or trains appearing in the same block, safety gates, etc. I

My invention is illustrated in the accompanying drawings as follows: Figure 1 is a diagram showing a railway track having two blocks and two sets of block signals, together with a car passing from one block Figs. 2 and 3 show modifications of the semaphore signal arms and the motor for operating them. Fig. 4 is a diagram similar to Fig. 1 showing modified signals and safety devices along the track controlled by the vehicles thereon. Fig. 5 is a diagram showing a portion of a railway track at a street crossing, with a sectional representation of the safety gates, and diagrammatic representation of the operating mechanism therefor. Figs. 6, '7, 8, and 10 show various modifications of the mechanism of the cars. Figs. 9 and 11 show details Specification of Letters Patent. Application filed October 19. 1901. Serial No. 79.206-

ward block 2.

Patented Feb. 11, 1908.

of the track construction. Figs. 12, 13, 14, and 15 are views of commutators or switching devices used in the system.

I will first describe a railway provided with block sections and semaphore signal devices for each section, also means to sto the cars when in danger of a collision, al as illustrated in Fig. 1. Referring to that figure I have shown the rails b of sufiicient length to extend into two blocks, marked block 1 and block 2. a, is a car supposed to be moving in the direction of the arrow from block 1 to- For simplicity of illustration, this car is, shown as a mere platform having a motora belted to a wheel d by belt a and deriving its current supply from the central station through the feed rail a", thence by way of the trolley wheel to pole a and wire a through the motor thence by way of the wheels (1 and the rails to ground, as intimated by dotted line a In the wire a I have intimated a controller 01 which may be of-any well known type, this and the rest of the equipment for the car forming in itself no part of the present invention. The car may be driven by the storage battery, which I have indicated at a, the circuit-in such case being preferably completed through the wheels and the rails on one side, or in any other manner to earth direct, so as to furnish a current supply to the front wheel (1 and the insulated track sections, to raise their potential above that of the earth and the main rails. For purposes of description, clearness being a sine qua non the storage battery will be disregarded and the current supposed to be taken in the common and ordmary way from the trolley wire a".

Fig. 1, the rails 12, forming the track and giving ground for the electric circuit from the motor, are divided into insulated sections 1), b 6 b by the insulation b the insulated sections having wire connections with the signal and safety devices located along the line of road. The signal arm 0, .counter The finger is secured to, and insulated i plates 0 and 0 to complete the circuit of the wires b and (i There is also secured to, and insulated from the switch bar 0 the finger 0 which makes contact with the contact plates 0 and 0 when the device is in the safety position, to complete the circuit of the wire 6 l f is an electric light, preferably a white light, intended to show safety at night. It receives its current from the main sup ly wire, f which may be the same as the troll ey wire a", by wire f to lamp f, thence by wire f to contact f arm 0, contact f wire f ,and ground or return wire. The circuit of this lamp is completed by the signal arm 0 making contacts with the plates f fiwhen in a safety condition causing the light f to burn, so that the exhibition of this light coincides with the safety position of the arm. In this connection I wish to state that I am aware of the old rule that a level semaphore arm indicates danger, and that the safety position is the dropped position; but it is obvious that this is a mere reversal, and that my arms may be arranged to work in reversed fashion if desired, that is, to go up for danger and-down for safety.

The light f preferably a red light to show danger at night, is connected on one side to the electric supply wire f by the wire f, to the-contact-platef by the wire f and thence when the arm 0 is down, to earth by way of the wire f. The circuit is completed by the signal arm when making contact with the platesf", f when in the danger position.

It is to be understood, in considering the operation of this system, that while the divimom of the track in the various diagrammatic figures are shown very short because of the limited space available in the draw ings, these sections are in reality long enough. to serve the purpose described, that is to operate the signals where required, and to stop a car within the limits of one section of track when its current is cut off, as will more fully hereinafter appear.

The car a, in passing along the track I) in the 'direction'of the arrow towards block 1, and before arriving at the insulated section of-rail b, finds the device at block 1 in the position shown at block 2. The wheel d shown indotted lines, arriving at the said insulated section of rail 1), the current from the motor a passes along the wire N, to the contact plate 0 over finger e .contact plate 0 and along wire b to a block in the rear, thence restoring the device to the safety osition in the manner hereinafter described.

assing ofi of the insulated section of rail 1),

onto the insulated section V, the current then passes along the wire I), to the resistance coil 1", which has a ground. The resistance of the coil 1", causes suificient current to pass along the wire I), to contact plate 0, over finger a, contact plate 0 and wire (1 to the motor (1, and from the motor, over the Wire d, contact plate 0 finger switch bar 0, and wire (1 to ground, causing the motor (1 to rotate, and through the belt connection 0 rotating the shaft 0, moving the signal arm 0 to show danger and causing lever c to make contact with the lug a", moving the switch bar 0 carrying the finger 0 off of the contact plates 0, e breaking the circuit through wire I) as shown at block '1. the motorman of a following car, fail to notice the signal at block 1 set for danger, the wheel 01 of his car, making contact with the insulatedsection of rail 1) the circuit of wire 12 being broken at the contact plate 0 when the device was set for danger, the motor of his car would have no ground and would stop, and could not restart until the circuit of Wire b is restored by the car a, when it leaves block 1 and enters block 2, and its wheel d making contact with the insulated section of rail b and the grounded current from its motor flowing over wire if, to con tact plate 0 over finger 0 to contact plate 0 over wire 6 a portion of the current going to ground at r, the balance continuing over wire I), to contact plate 0 of the device at block 1, over finger e to, contact plate 0 over wire (1 through motor d, over wire (1 to contact plate 0 over finger c", shifting bar 0 and wire (1 to ground, this being in a direction opposite to the current over wire I), the motor is rotated in an opposite direction, setting the device for safety, bringing the finger'c into contact with the contact plates 0 and 0 restoring the circuit of wire b giving ground to the motor of the car which has been stopped at the entrance to block 1, allowing it to proceed. The car a, passing 'onto the insulating section of rail 6 the grounded current from the motor a )asses over the wire 1), setting the device at b ock 2 for danger, breaking the circuit of wire 6 as described, at block 1, giving a rear protection.

It should be understood with regardto the motors (Z in Figs. 1, 2, and 3, and the other motors referred to herein, for moving my signals and switches, that the reversal of current for reversing the direction of rotation, is through the armature alone, this be ing clearly shown in the drawings. The field magnets are either permanent magnets of considerable strength, or they may be electro magnets so. wound. and connected as to be uniformly excited and always of the same polarity no matter which way the current is supplied to the armature.

In Fig. 2, the signal arm 0, counter balance c and lever 0 are shown as secured 'to the shaft 01 of motor (1. In Fig. 3, the signal arm 0 is shown as secured to the shaftd of the motor, and the counter balance 0 forms the armature for the field magnets which are located one above the other, instead of opposite to each other. These constructions avoid the use of the belt 0 It is evident that the shifting bar 0 contact plates 0 0, a, 01", c 0", 0 0 and the fingers a, c and 0 can be arranged in the form of a commutator, and secured to the shaft 0 of the device as shown in Figs. 12, 13, 14, and 15, in which fingers c", c and 0 are secured to .body 0 of the commutator 0 as contact plates, and the contact plates 0 c, c, 0 0 c", 0 and 0 arranged as fingers.

It will be noted that in Fig. 1 the safety devices are positively operated both ways, that is, either for safety or danger. In the modifications shown in Fig. 4 the device is positively set for safety by the electric current, and for danger by gravity, and more overgives protection against both front and rear end collisions.

In Fig. 4, 'g is a frame carrying an electric motor having its field magnets secured to the frame above and below, as shown, and having a rotating drum carrying the two soft iron armature bars g, g. To the motor shaft g are secured the signal arm g provided with a light g, and the lever g which carries the insulated plate g, to make contact with the contact plates g and g g is a catch lever, to engage the upper end. of the lever g to hold the device in the safety position. The magnet 9 when energized,

raises the catch lever 9 to release the lever g to allow the signal arm 9 to drop by gravity to the danger position. The road is divided into blocks 1, 2, 3, 4. The division is shown by dotted lines. Only one end of the blocks 1 and 4 are shown. At each end of, every block is located a safety and signal device. There are also insulated sections of the rails of the track opposite to each other. The insulated sections of the rails B ,B B B B and B are connected by the wires h to the magnets 9 of 'the devices at their respective blocks. The insulated section of section P, at the end of block1,is connected by the wire t to the contact plate 8 of the device located at the beginning of block 2; the insulated section of rail P lo cated at the beginning of block 2, is connected by the wire 7?, to the contact plate g of the device located at the end of block 1, and also to the insulated section of rail P in block 3, by the wire i. The insulated section of rail P at the end of block 2, is connected to the contact plate g of the device located at the beginning of block 3, by the wire a). The insulated section of rail P located at the beginning of block 3, is connected to the contact plate g of the device at the end ofblock 2, by the wire 41", and also to an insulated section of rail P, at the beginning of block 4, by the wire '5. The insulated section of rail P, at the end of block 3, is connected to the contact plate of the device located at the beginning of block 4, by the wire U. The insulated section of rail P at the beginning of block 4, is connected to the contact plate g 'of the device located at the end of block 3, by the wire i and by the wire 4, to an insulated section of rail in a block beyond. The insulated section of rail P", in block 2, is connected by wire t", to an insulated section of rail not shown in block 1. The insulated sections of rail R, R R R R and R are connected by the wires j, to the motors of devices at their respective blocks.

The cars are indicated by an axle and wheels, the car X, moving in the direction of the arrow :c, and the car Y, moving in the direction of the arrow y. When the car X, was in the position shown by dotted lines, block 1, which is the beginning of-the road, the device of block 1 was set in danger, as shown at block 2. The circuit of the .insu lated section of rail P at the beginning of block 2, and insulated section of rail 1? at the beginning of block 3 were broken, and the car Y stopped on making contact with the insulated section of rail P As the car X moved out of block 1, and made contact with the insulated section of rail B, a portion of the grounded current went to ground at 7c, the balance fiovring over the u ire h, to the magnet 9 energizing it, and continuing over the u ire h to a point back. The magnet g", attracted the lever g", but as the device was set for danger, no change took place. On making contact with the insulated section of rail P, the grounded current flowed over the v-ire t, to contact plate 9 of the device at the beginning of block 2, which was then in the safety position. The grounded current flowed over the insulated plate g, to contact plate g and Wire i to ground. The car X passed onto the insulated section of rail R, when the grounded current flowed over u ire a portion of the current to ground at k, the balance continuing over the wire to the motor of the device at the end of block 1, rotating it to set the device at safety as shown. When the soft iron pieces g, g, came into the field of the magnets of the motor, they were attracted to and held by them stopping the motion of the device,-

the lever g raised and passed the catch lever ning and end of block '2 it caused them to lift the catch levers g and 9, allowing the signal arms g and g to drop to danger, thus breaking the circuit of the insulated section of rail P, at the end of block 1, preventing a car entering block 2 in the rear, also breaking the circuit of the insulated section of rails P at the beginning of block 3 preventin a car leaving block 3 to enter block 2, and a so breaking the insulated section of rail 1?, preventing a car entering block 3, which gave a head protection. The car Y, on entering block 3, set the devices of that block for danger and broke the circuit of the insulated section of rail P at the end of block 2, re.

venting the carX passing out to enter b ock 3, giving a head protection to car Y. The.

circuit of the insulated section of rail P and one section further on, were also broken at the time the devices of block 3 were set for danger, giving the car Y a rear protection. Thus both cars have a head and rear protection, but the car X has the right of way. Thesoft iron pieces g, g, could be omitted, and the device stopped. by a cushion. The resistance coil at K, regulates the amount of current which passes to the magnets to prevent injury.

My invention may also be applied to the operation of safety gates at street crossings, by means of the return current from the motor of a passing car The mechanism and connections for this are shown in Fig. 5, the gate being shown insection, and the motor switch in diagram. The gate comprises two counter balanced. arms 0 and c, secured to the shafts 0 and 0 which are journaled to the stands 0 and 0 (shown partly broken away). To the shaft 0 is secured the lever which moves the shifting bar 0 by contact with the lugs c and 0 which are secured to and insulated from the shifting bar 0 The shifting bar 0 slides in the boxes e 0 and is provided with the finger 0 which makes contact with the contact plates 0 and c. The finger 0 is insulated from and secured to the shifting bar 0 and makes contact with the contact lates c 0 and 0 0 The finger 0 is a so insulated from and secured to the shifting bar 0 and makes contact withthe contact plates 0 and a. The pulley e is secured to the shaft 0 and has belt connection 0, with the electric motor d, which motor has belt connection, through the belt d", guide pulleys d, and pulley d which is secured to the shaft 0 with the opposite arm 0 6 b", b, b b", and b are insulated sections of the rail 6, which have current wire connections I), b" and b, with the operating mechanism of the gate. A car approaching the gate in the direction of the arrow 1, indicated by the wheels in dotted lines, makes contact with the insulated section of rail b the return current from the motor of thecar flows over the wire I); the gate being in the position shown in full lines the circuit being broken at' the contact plate 0 the current passes through the resistance coil 5 to ground; on making contact with the insulated section of rail 6 the current flows over wire I)", a portion passing through the resistance b to ground, the balance continuing by the wire I), contact plate 0 finger c contact plate 0 wire al through the motor (1, over wire (1 contact plate 0 finger c and shifting bar 0 to ground'at 0 causing the motor (Z to rotate, and through the medium of the belt connections 0 and d", moving the arms 0 and arm 0 which is across the street S at the same time the lever 0 by contact with the lug 0 moves the switch bar 0 into the position shown by dotted lines. On making contact with the insulated section of rail b, if the current from the motor had failed to close the gate, and same had remained in the position shown in full lines, the current from the motor flowing over the wire I), to the contact plate 0 would find no ground, and

the motor of the car would stop. If the gate had moved to the position shown in dotted lines, the current would continue over contact plate 0 finger 6 contact plate a and wire I), to ground and the car would pass on. On making contact with the insulated rail b, the current would flow along wire I), to insulated section of rail 6 over wire Z1 to ground. On making contact with the insulated section of rail 6, the current would flow along wire I), to insulated plate 11 and wire I)", and the finger g, being in the position shown in dotted lines, the circuit to the motor (1 would be broken, and the current would flow through the resistance coil 5 to ground. On making contact with the insulated section of rail b, the current would pass over wire 6 to insulated rail 6 wire 5 contact plate 0 finger 0 contact plate 0 wire d through the armature of motor d, over wire d contact plate 0 finger a, shifting bar to ground at-c, in a direction opposite to that over the wire d reversing the motion of the motor armature d, returning the gate, and the switch bar 0 to the position shown in full lines against the stops 0 0 A car approaching the gate in the direction of the arrow 2, on making contact with the insulated section of rail 6, the current would flow over the wire 6 insulated section of rail 6 wire 6 and through resistance coil 6 to ground. On making contact with the insulated section of rail 7), the current would flow over the wire 6 insulated section of rail 6 wire I), contact plate 0 finger 0, contact plate 0 wire d to motor (Z moving the device to the position shown in dotted lines. On making conf and wire I) to ground. If the device had remained in the osition shown in full lines the current wou d find no ground and the motor of the car would stop. On making contact with the insulated section of rail b the current would flow over the wire I) to ground. On making contact with the in-.

sulated section of rail 1)", the current would flow over the wire I) to ground. On making contact with the insulated section of rail 6 the current would flow over the wire I), a portion through the resistance coil b to ground, the balance continuing over the wire 12 contact plate 0 finger 0 contact plate 0 wire (Z to the armature of motor at in an opposite direction to that over wire (Z reversing the motor, and returning the device to the position shown in full lines. Protection is thus given to travel on the street VS, either by the lowering of the gate before the car crosses the street, or on failing to do that, the stopping the car.

The current to the motor could be broken when the gate is moved to the desired position, as shown in Fig. 1. j

In some places the grade of the road might be such that when a car is passing over the insulated sections of the rail, the current being turned off from the motor, there would be no return current to operate the signal and safety device and the car would continue on its course. To provide for such contingency the attachments shown in Fig. 6, 7, 8, 9, 10 and 11 is used. In Fig. 6, the motor is not shown. a is the platform of a car, a and a are journals for the axle a", and a and a are Wheels. To the wheel 00 is secured the insulation a, and the ring a". The bar a is composed of two parts, secured together by the insulating coupling (1, and free to slide in the journals a and a, the journal a bein insulated from the platform a by the insu ation a. To one end of the bar a is pivoted the wheel a, the opposite end being pivoted to the lever a, which oscillates on the pivot (1, its free end a being kept in contact with the cam 0 which is secured to the lower end of the shaft 0 of the rheostat 0 by the spiral spring a. 6 is an airbrake, the piston b of which is forced against the wheel a to stop the car. 6 is a compressed air pipe leading from a source of supply. I) is the controlling valve, the lever 6 of which is moved to open it by the electro magnet f, and is closed by the action of the spring 12 f is an electric supply wire from a source of electrical supply, such as a storage battery or the'like. It is connected with the insulated journal a and has in its circuit the magnet f and lamp f.

b and 5 are the rails which form the track, b 6 and 17 are insulated sections of the rails. 5 I2 and 19 are circuit wires leading to the signal and safety devices. Opposite to these rails is located the contact rail 12 which has the ground I). When the handle 0 of rheostat 0 is turned to the position shown in full lines in Fig. 6, and dotted lines in Fig. 7, to turn the current onto the motor which gives return current to the rails b and insulated sections of rails If, I), b to operate the signal and safety devices along the track, the cam 0 is also turned,-and oscillates the lever a upon the ivot a, moving the bar a to compress t e spring a, and hold the wheel a, out of contact with the ring a, which wire 15 flowing to t the wheel a is passing over sections of rail 5 F) and I). Should the handle 0 of the rheostat be turned to the position shown in dotted lines in Figs. 6 and 8, cutting the current off from the motor, and the return current off from the rails, the cam a would be moved to the position shown in Fig. 8, allowing the spiral spring a to move the bar a and press the wheel a against the ring a". When the car arrived at the insulated sections of rail, there would be no return current from the motor to operate the safety and signal devices, but the ring a would make contact with the contact rail 5, completing the circuit for the wire 3' The current passing through the magnet f would energize it, causing it to attract the handle I) of the valve b opening it, allowing the compressed air to flow through the pipe 1) into the cylinder 6, and forcing the piston 1) against the wheel a", which acting as a brake would stop the car. From the magnet it would pass along the wire f causing the light f 16 to burn as a signal, thence to the journal (1 which is insulated, to the bar a which is provided with insulated coupling a, to the wheel a, ring a, to contact rail 6, and thence to ground at b. To start the car the motorman would be obliged to move the rheostat, and restore the current to the motor, when the car would be under the control of the signal and safety device.

In Fig. 6, the ring a makes a side contact. In Fig. 10, the ring 0 makes a rolling contact and the wheel a is kept in contact with the ring a continuously, by the spring a in which case the wire f would be divided, and provided with contact plates, and the movement of the cam 0 would make and break the circuit, as shown in dotted lines in Figs. 7 and 8.

In the air brake the iston b is forced against the wheel to bralfe it, but any construction of air-brake can be used, or an electrical brake, if desired.

The signal device could be used without the safety device, or the safety device withe contact rail b when prevents the current in v the insulated I out the signal device. It is applicable to switches or draw-bridges.

It is evident that the construction can be greatly varied without departing from the spirit of the invention.

What I claim as my invention and desire to secure by Letters Patent is:

- 1 In an electric railway divided into blocks, insulated contact portions separating the blocks, and grounded throu h resistances, translating devices adapte to work on the drop in potential around said resistances, and having partial circuit connecwith means for completing the circuits upon the passage of a car or vehicle, substantially as described.

7 2.'In an electricrailway controlling systern, block divisions, track conductors having insulated contact portions between blocks, signal setting devices for each block,

magnetic signal operating means therefor, return connections for operatin current through car motors from the insu ated sections through suitable resistances, and branch connections around said resistances v including said signal operating mechanism whereby the latter may be worked upon a drop in potential around the resistances, substantially as described.

3. In an electric railway divided into blocks, a return conductor, insulated contacts between the blocks, connections therefor to the return conductor through low resistances, translating devices having partial circuit connections with said contacts, and means carried by a car or vehicle adapted in passing over the rail to complete the circuit of said translating devices around said resistances, substantially as described.

4. In an electric railway a return conductor having contact portions insulated from the body of the conductor but electrically connected to said conductor through resistances, and signal or saftey devices electrically connected with said insulated portions and arranged to be operated on the drop around said resistances by current from the motor or return conductor or a passing car, substantially as described.

5. In an electric railway system insulated rail sections having safety connections be tween blocks, car and a brake device on said car, a magnet controlling said device, an insulated contacton the car connected to said ma net and adapted to make contact with said insulated sections in passing, partial circuits completed and safety devices set in front or in rear by current from a car passing into a block, means whereby current supply will be cut off through said connections to any other cars attempting to enter the block, and means whereby said braking devices will be set by auxiliary current through said circuit during said cutoff of the motor operating current, substantially as described.

6. In an electric railway system, a source of supply and a track return, insulated sections in said track dividing it into blocks, a car and amotor thereon adapted to take current from the source and return it through the tracks, a brake device on the car, a mag net controlling the same, and an auxiliary circuit therefor closed when the motor circuit is open on the car, together with means whereby in passin over said insulating sections under normal conditions the motor circuit will be effectively completed if its controller is closed, and the brake circuit will not be completed if the controller is open; while under abnormal conditions the motor circuit will be deprived of current, but the brake circuit will be deprived of current through said insulated sections, according to the position of the controller, substantially as described.

In testimony whereof I aflixmy signature I in presence of two witnesses.

CHARLES F. PIKE. Witnesses:

AL. P. BUROHELL, ALBERT O. ALEXANDER. 

